Deceleration pedal control for braking systems

ABSTRACT

Systems and methods for aircraft braking are disclosed. The systems and methods may comprise a control mode executive configured to receive a pedal input and calculate a gear deceleration command comprising a desired deceleration rate based on the pedal input; a pedal deceleration controller in electronic communication with the control mode executive configured to receive the gear deceleration command from the control mode executive and calculate a gear pedal command based on at least one of the gear deceleration command and a deceleration feedback; and a pedal executive in electronic communication with the pedal deceleration controller configured to receive the gear pedal command, and generate a pedal braking command based on the gear pedal command.

FIELD

The present disclosure relates to aircraft braking systems, and morespecifically, to braking systems comprising deceleration pedal controlcapabilities.

BACKGROUND

Modern aircraft are typically equipped with a braking system. During alanding phase, taxiing, or a Rejected Take-Off (“RTO”) event, forexample, a pilot may engage a pedal to decrease the speed of the plane.Based on the deflection of the pedal by the pilot, the braking systemmay apply a pressure to one or more of the aircraft wheels through oneor more brakes, slowing the plane.

SUMMARY

In various embodiments, an aircraft braking system is disclosed. Invarious embodiments, an aircraft braking system may comprise a controlmode executive configured to receive a pedal input and calculate a geardeceleration command comprising a desired deceleration rate based on thepedal input; a pedal deceleration controller in electronic communicationwith the control mode executive configured to receive the geardeceleration command from the control mode executive and calculate agear pedal command based on at least one of the gear decelerationcommand and a deceleration feedback; and a pedal executive in electroniccommunication with the pedal deceleration controller configured toreceive the gear pedal command, and generate a pedal braking commandbased on the gear pedal command.

In various embodiments, the aircraft braking system may further comprisea pedal braking controller in electronic communication with the pedalexecutive configured to calculate a final brake command, wherein thefinal brake command is based on at least one of the pedal brakingcommand and a braking feedback. In various embodiments, the pedalexecutive may be configured to generate the pedal braking command basedon the gear pedal command in response to an aircraft traveling at a highspeed above a speed threshold. In various embodiments, the control modeexecutive may be configured to calculate a braking force command basedon the pedal input. The pedal executive may be configured to receive thebraking force command from the control mode executive and calculate thepedal braking command based on the braking force command in response tothe aircraft traveling at a low speed below a speed threshold. Invarious embodiments, the pedal braking command may be configured tocause a brake assembly to exert a braking force on a gear.

In various embodiments, the aircraft braking system may further comprisean autobrake controller in electronic communication with the controlmode executive configured to receive an aircraft deceleration targetfrom the control mode executive, and calculate an initial autobrakepedal command based on the aircraft deceleration target and an aircraftdeceleration feedback. In various embodiments, the aircraft brakingsystem may further comprise an autobrake pedal executive configured toreceive the initial autobrake pedal command and calculate an autobrakepedal command based on the initial autobrake pedal command. In variousembodiments, the aircraft braking system may further comprise a pedalbalance controller configured to calculate an autobrake pedal correctionfactor based on at least one of an aircraft yaw angle, an aircraft yawspeed, and an aircraft wheel speed. The autobrake pedal executive may beconfigured to calculate the autobrake pedal command based on at leastone of the initial autobrake pedal command or the autobrake pedalcorrection factor. In various embodiments, the pedal input may bereceived from at least one of a pedal brake in electronic communicationwith the control mode executive or an autonomous pedal command inelectronic communication with the control mode executive.

In various embodiments, a method of aircraft braking may comprisereceiving, by a controller, a pedal input from at least one of a brakepedal or an autonomous pedal command; calculating, by the controller, agear deceleration command comprising a desired deceleration rate;transmitting, by the controller, the gear deceleration command to apedal deceleration controller; calculating, by the controller, a gearpedal command based on at least one of the gear deceleration command ora deceleration feedback; and generating, by the controller, a pedalbraking command based on the gear pedal command. In various embodiments,the method may further comprise calculating, by the controller, a finalbrake command, wherein the final brake command is based on at least oneof the pedal braking command or a braking feedback. In variousembodiments, the method may further comprise commanding, by thecontroller, a braking assembly to apply a braking force to a gear basedon the pedal braking command.

In various embodiments, the pedal input may be associated with adeflection amount of the brake pedal. In various embodiments, thecalculating the pedal braking command may be based on the gear pedalcommand in response to an aircraft traveling at a speed above a speedthreshold. In various embodiments, the method may further comprisecalculating, by the controller, a braking force command based on thepedal input, and wherein the calculating the pedal braking command maybe based on the braking force command in response to an aircrafttraveling at a speed below the speed threshold.

In various embodiments, a tangible, non-transitory memory configured tocommunicate with a processor, the tangible, non-transitory memory havinginstructions stored thereon that, in response to execution by theprocessor, cause the processor to perform operations comprisingreceiving, by the processor, a pedal input from at least one of a brakepedal or an autonomous pedal command; calculating, by the processor, agear deceleration command comprising a desired deceleration rate;calculating, by the processor, a gear pedal command based on at leastone of the gear deceleration command or a deceleration feedback; andgenerating, by the processor, a pedal braking command based on the gearpedal command. In various embodiments, the operations may furthercomprise calculating, by the processor, a final brake command, whereinthe final brake command may be based on at least one of the pedalbraking command or a braking feedback. In various embodiments, theoperations may further comprise commanding, by the processor, a brakingassembly to apply a braking force to a gear in response to thegenerating the pedal braking command.

In various embodiments, the pedal input may be associated with adeflection amount of the brake pedal. In various embodiments, thecalculating the pedal braking command may be based on the gear pedalcommand in response to an aircraft traveling at a speed above a speedthreshold. In various embodiments, the operations may further comprisecalculating, by the processor, a braking force command based on thepedal input, and wherein the calculating the pedal braking command maybe based on the braking force command in response to an aircrafttraveling at a speed below the speed threshold.

BRIEF DESCRIPTION OF THE D WINGS

The subject matter of the present disclosure is particularly pointed outand distinctly claimed in the concluding portion of the specification. Amore complete understanding of the present disclosure, however, may bestbe obtained by referring to the detailed description and claims whenconsidered in connection with the following illustrative figures. In thefollowing figures, like reference numbers refer to similar elements andsteps throughout the figures.

FIG. 1 illustrates an exemplary aircraft, in accordance with variousembodiments;

FIG. 2 illustrates a schematic view of an aircraft braking system, inaccordance with various embodiments;

FIG. 3 illustrates a schematic view of a pedal braking controller for anaircraft braking system, in accordance with various embodiments; and

FIG. 4 illustrates a method of aircraft braking, in accordance withvarious embodiments.

Elements and steps in the figures are illustrated for simplicity andclarity and have not necessarily been rendered according to anyparticular sequence. For example, steps that may be performedconcurrently or in different order are illustrated in the figures tohelp to improve understanding of embodiments of the present disclosure.

DETAILED DESCRIPTION

The detailed description of exemplary embodiments herein makes referenceto the accompanying drawings, which show exemplary embodiments by way ofillustration. While these exemplary embodiments are described insufficient detail to enable those skilled in the art to practice thedisclosures, it should be understood that other embodiments may berealized and that logical changes and adaptations in design andconstruction may be made in accordance with this disclosure and theteachings herein. Thus, the detailed description herein is presented forpurposes of illustration only and not of limitation.

The scope of the disclosure is defined by the appended claims and theirlegal equivalents rather than by merely the examples described. Forexample, the steps recited in any of the method or process descriptionsmay be executed in any order and are not necessarily limited to theorder presented. Furthermore, any reference to singular includes pluralembodiments, and any reference to more than one component or step mayinclude a singular embodiment or step. Also, any reference to attached,fixed, coupled, connected or the like may include permanent, removable,temporary, partial, full and/or any other possible attachment option.Additionally, any reference to without contact (or similar phrases) mayalso include reduced contact or minimal contact. Surface shading linesmay be used throughout the figures to denote different parts but notnecessarily to denote the same or different materials.

As used herein, “electronic communication” means communication ofelectronic signals with physical coupling (e.g., “electricalcommunication” or “electrically coupled”) or without physical couplingand via an electromagnetic field (e.g., “inductive communication” or“inductively coupled” or “inductive coupling”).

In various embodiments, and with reference to FIG. 1, an exemplaryaircraft 1 is depicted. Aircraft 1 may include landing gear such aslanding gear 12, landing gear 14, and landing gear 16. Landing gear 12,landing gear 14, and landing gear 16 may generally support aircraft 1when aircraft 1 is not flying, allowing aircraft 1 to taxi, take off,and land without damage. Landing gear 12 may include wheel 13A and wheel13B coupled by a strut 26; landing gear 14 may include wheel 15A andwheel 15B coupled by a strut 22; and landing gear 16 may include nosewheel 17A and nose wheel 17B coupled by a strut 24. Wheel 13A and wheel15A may be referred to as outboard wheels. Wheel 13B and wheel 15B maybe referred to as inboard wheels. Nose wheels 17A and 17B differ fromthe main wheels in that the nose wheels may not include a brake. Invarious embodiments, aircraft 1 may comprise any number of landing gearsand each landing gear may comprise any number of wheels.

Aircraft 1 may also include a braking assembly 60, which may be appliedto any wheel of any landing gear. Braking assembly 60 may comprise thebrakes 19 of each landing gear (e.g., landing gear 12, landing gear 14,and/or landing gear 16), and each brake 19 may be mounted to each wheel,and/or a gear coupled to each wheel, to apply and release braking forceon one or more gears and/or wheels (e.g., as described herein).

Aircraft wheel and brake assemblies may typically include anon-rotatable wheel support, a wheel mounted to the wheel support forrotation, and a brake disk stack. The brake stack may also havealternating rotor and stator disks mounted with respect to the wheelsupport and wheel for relative axial movement. Each rotor disk may becoupled to the wheel for rotation therewith, and each stator disk may becoupled to the wheel support against rotation. A back plate may belocated at the rear end of the disk stack and a brake head may belocated at the front end. The brake head may house one or more actuatorrams that extend to compress the brake disk stack against the backplate, or the brake disk stack may be compressed by other means. Torqueis taken out by the stator disks through a static torque tube or thelike. The actuator rams may be electrically operated actuator rams orhydraulically operated actuator rams, although in various embodiments,brakes may use pneumatically operated actuator rams.

In brake systems that employ fluid powered (hydraulic or pneumaticpower) actuator rams, the actuator ram may be coupled to a power sourcevia a brake servo valve (BSV) and a shutoff valve (SOV). The SOVeffectively functions as a shutoff valve, wherein in a first position(e.g., an armed position), fluid pressure is permitted to pass throughthe valve, while in a second position (e.g., a disarmed position) fluidpressure is restricted or prevented from passing through the valve.During normal braking, the SOV is in the armed position, therebypermitting the flow of fluid pressure. The BSV, based on brakingcommands from the pilot (often via an electronic controller that mayimplement, for example, anti-skid logic) controls the amount of fluidpressure provided to the actuator ram, and thus, the braking forceapplied to the gear and/or wheel. To prevent or minimize unintentionalbraking (e.g., due to a faulty servo valve) at various times, the SOV isset in the disarmed position, thereby removing or decreasing fluidpressure from the BSV. Since the BSV does not receive sufficient fluidpressure, it cannot provide fluid pressure to the actuator ram, andthus, braking cannot be effected.

In electronic brakes, a brake controller (or controller) is coupled toone or more electromechanical actuator controllers (EMAC) for a brake,which drives one or more electromechanical brake actuators. The brakecontroller may be in communication with a brake pedal, and thus maycontrol the EMAC in accordance with pilot/copilot braking commands. Invarious aircraft, other means are used to compress a brake disk stack. Abrake controller may comprise a processor and a tangible, non-transitorymemory. The brake controller may comprise one or more logic componentsthat implement brake logic. In various embodiments, the brake controllermay comprise other electrical devices to implement brake logic.

In various embodiments, and with reference to FIG. 2, an aircraftbraking system 100 is disclosed. Aircraft braking system 100 of aircraft1 may be one or more controllers comprising a collection of subsystemsthat produce output signals for controlling the braking force and/ortorque applied by braking assembly 60 at each wheel (e.g., wheel 13A,wheel 13B, wheel 15A, wheel 15B, nose wheel 17A, and/or nose wheel 17B).Aircraft braking system 100 may be configured to control thedeceleration of an aircraft (e.g., aircraft 1 of FIG. 1) during adeceleration event such as, for example, a landing phase, a RTO event,and/or the like, by transmitting a final brake command 132 to brakingassembly 60. In that respect, aircraft braking system 100 may providebrake control capabilities for manual and autonomous braking of mannedaircrafts (e.g., pilot commanded) and/or unmanned vehicles such as, forexample, an unmanned aerial vehicle, an unmanned aerial system, and/orthe like. Aircraft braking system 100 may be configured to deceleratethe aircraft while maintaining a steady and/or desired course. Forexample, external factors such as wind, operating conditions of variouscomponents of the aircraft (e.g., imbalanced reverse thrusters,differing characteristics of individual braking systems, etc.), and/orthe like may cause the aircraft to stray off a desired course of flight.In such conditions, aircraft braking system 100 may assist inmaintaining the desired course of the aircraft during deceleration. Thedesired course may comprise, for example, a straight line,notwithstanding environmental factors such as wind and/or groundconditions. Furthermore, aircraft braking system 100 may be used tocontrol, for example, two or more aircraft wheels (e.g., wheel 13A,wheel 13B, wheel 15A, wheel 15B, nose wheel 17A, and/or nose wheel 17Bof FIG. 1). Aircraft braking system 100 may be configured to control aleft side wheel and a right side wheel independently to allow fordifferential braking. Any number and configuration of wheels controlledby aircraft braking system 100 is within the scope of the presentdisclosure.

In various embodiments, aircraft braking system 100 may comprise varioussoftware and/or hardware components, controllers, and/or the like. Forexample, aircraft braking system 100 may comprise an autobrakecontroller 105, a pedal balance controller 110, an autobrake pedalexecutive 115, a pedal executive 120, a control mode executive 160, apedal braking controller 130, and/or a pedal deceleration controller170. In various embodiments, braking assembly 60, which is incommunication with aircraft braking system 100, may comprise, forexample, an electric, a hydraulic, or a hybrid electric-hydraulicbraking assembly, as previously described. Aircraft braking system 100may be configured to control braking force in an aircraft (e.g.,aircraft 1 of FIG. 1) applied by braking assembly 60.

In various embodiments, aircraft braking system 100 may be comprised inan aircraft (e.g., aircraft 1 in FIG. 1) and may be integrated intocomputer systems onboard the aircraft such as, for example, a brakecontrol unit (BCU), a full authority digital engine control (FADEC), anengine-indicating and crew-alerting system (EICAS), and/or the like.Aircraft braking system 100 may also be a standalone computer systemseparate from the aircraft and in electronic communication with theaircraft, as described in further detail herein. Aircraft braking system100 may include one or more processors and/or one or more tangible,non-transitory memories and be capable of implementing logic. Asdescribed herein, each subsystem, component, “controller”, and/or thelike may also comprise an individual processor and/or one or moretangible, non-transitory memories and be capable of implementing logic.In other embodiments, each subsystem, component, controller, and/or thelike may also be implemented in a single processor (e.g., aircraftbraking system 100 may comprise a single processor). Each processor canbe a general purpose processor, a digital signal processor (DSP), anapplication specific integrated circuit (ASIC), a field programmablegate array (FPGA) or other programmable logic device, discrete gate ortransistor logic, discrete hardware components, or any combinationthereof.

In various embodiments, aircraft braking system 100, and/or eachindividual subsystem, component, and/or controller, may comprise aprocessor configured to implement various logical operations in responseto execution of instructions, for example, instructions stored on anon-transitory, tangible, computer-readable medium. As used herein, theterm “non-transitory” is to be understood to remove only propagatingtransitory signals per se from the claim scope and does not relinquishrights to all standard computer-readable media that are not onlypropagating transitory signals per se. Stated another way, the meaningof the term “non-transitory computer-readable medium” and“non-transitory computer-readable storage medium” should be construed toexclude only those types of transitory computer-readable media whichwere found in In Re Nuijten to fall outside the scope of patentablesubject matter under 35 U.S.C. § 101.

In various embodiments, aircraft braking system 100 may comprise anautobrake controller 105. Autobrake controller 105 may be in electroniccommunication with autobrake pedal executive 115 and/or control modeexecutive 160. Autobrake controller 105 may also be in electroniccommunication with various inputs, sensors, and/or the like, asdiscussed further herein. Autobrake controller 105 may be configured tocalculate and/or transmit an initial autobrake pedal command 112.Autobrake controller 105 may calculate the initial autobrake pedalcommand 112 in response to receiving an aircraft deceleration target104. Autobrake controller 105 may receive the aircraft decelerationtarget 104 from any suitable source, such as, for example, from controlmode executive 160, as discussed further herein. The aircraftdeceleration target 104 may comprise data indicative of a desireddeceleration rate for an aircraft. For example, the aircraftdeceleration target 104 may comprise data indicating to decelerate theaircraft at a rate of about 1.0 m/s² (3.28 ft/s²) to about 2.5 m/s² (8.2ft/s²), about 2.5 m/s² (8.2 ft/s²) to about 3.5 m/s² (11.48 ft/s²),about 3.5 m/s² (11.48 ft/s²) to about 5.0 m/s² (16.4 ft/s²), and/or anyother suitable and/or desired deceleration rate (wherein about in thiscontext refers only to +/−1.0 m/s² (3.28 ft/s²)).

In various embodiments, autobrake controller 105 may also be configuredto receive an aircraft deceleration feedback 102. Aircraft decelerationfeedback 102 may comprise data indicating the measured deceleration rateof the aircraft. Autobrake controller 105 may receive aircraftdeceleration feedback 102 from any suitable source. For example, thedeceleration of the aircraft may be calculated and/or measured by awheel speed sensor, a gyroscope sensor, a global positioning system(GPS), and/or any other suitable input, sensor, and/or the like capableof calculating the deceleration of the aircraft.

Autobrake controller 105 may calculate the initial autobrake pedalcommand 112 based on the aircraft deceleration target 104 and/or theaircraft deceleration feedback 102. For example, in response to theaircraft deceleration feedback 102 comprising data indicating that theaircraft is decelerating at 1.0 m/s² (3.28 ft/s²) and the aircraftdeceleration target 104 comprising data indicating that the target ordesired deceleration rate is 2.5 m/s² (8.2 ft/s²), autobrake controller105 may calculate the initial autobrake pedal command 112 to comprisedata indicating that an additional 1.5 m/s² (4.92 ft/s²) of decelerationis needed. Autobrake controller 105 may transmit the initial autobrakepedal command 112 to autobrake pedal executive 115.

In various embodiments, aircraft braking system 100 may comprise a pedalbalance controller 110. Pedal balance controller 110 may be inelectronic communication with autobrake pedal executive 115. Pedalbalance controller 110 may also be in electronic communication withvarious inputs, sensors, and/or the like, as discussed further herein.Pedal balance controller 110 may be configured to calculate and/ortransmit an autobrake pedal correction factor 114. In variousembodiments, pedal balance controller 110 may be configured to calculatea single autobrake pedal correction factor 114 or multiple autobrakepedal correction factors 114 (e.g., pedal balance controller 110 maycalculate a separate autobrake pedal correction factor for a left pedaland a right pedal, and/or the like). Autobrake pedal correction factor114 may comprise data indicating various environmental and operatingconditions of the aircraft. For example, pedal balance controller 110may receive data relating to environmental and/or operating conditions,such as an aircraft yaw angle 108, an aircraft yaw speed 109, and/orother inputs 107 (e.g., aircraft wheel speed). Pedal balance controller110 may receive the data from any suitable input, sensor, and/or thelike. The autobrake pedal correction factor 114 may be based on at leastone of the aircraft yaw angle 108, the aircraft yaw speed 109, and/orthe other inputs 107. In that respect, the autobrake pedal correctionfactor 114 may be used to modify initial autobrake pedal command 112 toaccommodate for measured environmental and/or operating conditions andassist in maintaining a desired course of the aircraft. Pedal balancecontroller 110 may transmit the autobrake pedal correction factor 114 toautobrake pedal executive 115.

In various embodiments, aircraft braking system 100 may comprise anautobrake pedal executive 115. Autobrake pedal executive 115 may be inelectronic communication with autobrake controller 105, pedal balancecontroller 110, and/or pedal executive 120. Autobrake pedal executive115 may be configured to receive the initial autobrake pedal command 112and/or the autobrake pedal correction factor 114. Autobrake pedalexecutive 115 may receive the initial autobrake pedal command 112 fromautobrake controller 105. Autobrake pedal executive 115 may receive theautobrake pedal correction factor 114 from pedal balance controller 110.Autobrake pedal executive 115 may be configured to calculate one or moreindividual pedal braking commands. For example, autobrake pedalexecutive 115 may be configured to calculate an autobrake left pedalcommand 117 (associated with a left brake pedal and brakes) and/or anautobrake right pedal command 119 (associated with a left brake pedaland brakes). Each autobrake pedal command 117, 119 may be based on theinitial autobrake pedal command 112 and/or the autobrake pedalcorrection factor 114. In that respect, each autobrake pedal command117, 119 may comprise data indicating the braking force and/or pressureto apply to each corresponding brake. Autobrake pedal executive 115 maytransmit each autobrake pedal command 117, 119 to pedal executive 120.

In various embodiments, aircraft braking system 100 may comprise acontrol mode executive 160. Control mode executive 160 may be inelectronic communication with autobrake controller 105, pedaldeceleration controller 170, and/or pedal executive 120. Control modeexecutive 160 may also be configured to receive inputs from varioussources. For example, control mode executive 160 may be in logicaland/or electronic communication with an autonomous pedal command 152, apilot pedal input 154, an autonomous aircraft deceleration target 156,and/or a pilot aircraft deceleration target input 158. In that respect,control mode executive 160 may be configured as a central hub to receiveand transmit braking signals such as deceleration signals (expressed ina deceleration rate) and/or force signals (expressed in a braking force,such as a pressure). Control mode executive 160 may allow for bothmanual inputs (e.g., via pilot pedal input 154 and/or pilot aircraftdeceleration target input 158) and autonomous inputs (e.g., viaautonomous pedal command 152 and/or autonomous aircraft decelerationtarget 156). In that regard, control mode executive 160 may beconfigured to allow manual deceleration input and/or braking control andautonomous deceleration input and/or braking control to aircraft brakingsystem 100. Autonomous pedal command 152 and/or pilot pedal input 154may be referred to as “pedal inputs,” as both provide braking signalsassociated with a brake pedal.

In various embodiments, pilot pedal input 154 may be configured to allowmanual input of braking signals. For example, pilot pedal input 154 maybe located in the aircraft cockpit, and may comprise a physical brakepedal allowing a pilot and/or copilot to depress or deflect the pedalsto input a braking signal (i.e., a pedal input). It should be understoodthat pilot pedal input 154 may provide a braking signal from one or morebrake pedals (i.e., a left pedal brake provides left pedal inputs and aright pedal brake provides right pedal inputs). Based on the angle ordisplacement of the pedals, control mode executive 160 may calculate acorresponding braking force (e.g., a pressure or current) and/ordeceleration rate for each corresponding pedal to transmit to pedalexecutive 120.

In various embodiments, autonomous pedal command 152 may be configuredto allow automated and/or remote input of braking signals (i.e., pedalinputs). For example, autonomous pedal command 152 may be locatedonboard or external the aircraft and may comprise preprogrammed datacomprising braking signals to transmit (e.g., during a preprogrammedflight, the aircraft, via autonomous pedal command 152; may beconfigured to brake at a predefined time, location, and/or the like).Autonomous pedal command 152 may also be configured to receive remotebraking signals, such as, for example, during a remote control of theaircraft. It should be understood that the braking signal received fromautonomous pedal command 152 may be an analogous braking signal receivedfrom a pilot pedal input 154, but without physical deflection of a brakepedal.

In various embodiments, control mode executive 160 may be configured tocalculate a braking force command 124 based on input received from atleast one of autonomous pedal command 152 and pilot pedal input 154. Thebraking force command 124 may comprise a single braking signal ormultiple braking signals (e.g., the braking force command 124 maycomprise a separate braking command for a right pedal and a left pedal,and/or the like). The braking force command 124 may comprise dataindicating a braking force (e.g., a pressure) to apply to each gearand/or brake in braking assembly 60. Control mode executive 160 maytransmit the braking force command 124 to pedal executive 120.

In various embodiments, control mode executive 160 may be configured tocalculate a left gear deceleration command 162 and a right geardeceleration command 166 based on input received from at least one ofautonomous pedal command 152 and pilot pedal input 154. Geardeceleration commands 162, 166 may comprise data indicating a desireddeceleration rate to achieve for each gear in braking assembly 60. Forexample, the gear deceleration commands 162, 166 may comprise dataindicating to decelerate the aircraft at a rate of about 1.0 m/s² (3.28ft/s²) to about 2.5 m/s² (8.2 ft/s²), about 2.5 m/s² (8.2 ft/s²) toabout 3.5 m/s² (11.48 ft/s²), about 3.5 m/s² (11.48 ft/s²) to about 5.0m/s² (16.4 ft/s²), and/or any other suitable and/or desired decelerationrate (wherein about in this context refers only to +/−1.0 m/s² (3.28ft/s²)).

Control mode executive 160 may calculate left gear deceleration command162 based on a left pedal input of pilot pedal input 154 (e.g., adeflection amount of a left brake pedal or a left pedal command fromautonomous pedal command 152), and may calculate right gear decelerationcommand 166 based on a right pedal input of pilot pedal input 154 (e.g.,a deflection amount of a right brake pedal or a right pedal command fromautonomous pedal command 152). Left gear deceleration command 162 mayindicate a desired deceleration rate for a left gear in braking assembly60, and right gear deceleration command 166 may indicate a desireddeceleration rate for a right gear in braking assembly 60.

In operation, for example, a pilot may wish to slow an aircraft, whereinthe deceleration rates available from braking system 100 by deflectingthe brake pedal(s) may be between about 1.0 m/s² (3.28 ft/s²) and about5.0 m/s² (16.4 ft/s²), or between about 2.5 m/s² (8.2 ft/s²) about 3.5m/s² (11.48 ft/s²), or any other suitable and/or desired decelerationrate (wherein “about” in this context refers only to +/−1.0 m/s² (3.28ft/s²)). In response to the right brake pedal being deflected, controlmode executive 160 may calculate a right gear deceleration command 166comprising a desired deceleration rate based on the deflection amount ofthe right brake pedal. In response to the left brake pedal beingdeflected, control mode executive 160 may calculate a left geardeceleration command 162 comprising a desired deceleration rate based onthe deflection amount of the left brake pedal. Control mode executive160 may transmit gear deceleration commands 162, 166 to pedaldeceleration controller 170.

In various embodiments, pedal deceleration controller 170 may compriseone controller or multiple controllers (e.g., one controller for a leftgear of braking assembly 60 and one controller for a right gear ofbraking assembly 60), Pedal deceleration controller 170 may be inelectronic or logical communication with control mode executive 160and/or pedal executive 120. Pedal deceleration controller 170 may alsobe in electronic communication with various inputs, sensors, and/or thelike, as discussed further herein. Pedal deceleration controller 170 maybe configured to calculate and/or transmit a gear pedal command (e.g., aleft gear pedal command 172 and/or a right gear pedal command 174) topedal executive 120. Pedal deceleration controller 170 may calculateleft gear pedal command 172 in response to receiving left geardeceleration command 162, and pedal deceleration controller 170 maycalculate right gear pedal command 174 in response to receiving rightgear deceleration command 166. Pedal deceleration controller 170 mayreceive gear deceleration commands 162, 166 from any suitable source,such as, for example, from control mode executive 160.

In various embodiments, pedal deceleration controller 170 may also beconfigured to receive a gear deceleration feedback 164, 168. Geardeceleration feedback 164, 168 may comprise data indicating the measureddeceleration rate of the aircraft (e.g., left gear deceleration feedback164 may indicate the measured deceleration of a gear in the left side ofbraking assembly 60, and right gear deceleration feedback 168 mayindicate the measured deceleration rate of a gear in the right side ofbraking assembly 60). Pedal deceleration controller 170 may receive geardeceleration feedback 164, 168 from any suitable source. For example,the deceleration of the aircraft may be calculated and/or measured by awheel speed sensor, a gyroscope sensor, a global positioning system(GPS), and/or any other suitable input, sensor, and/or the like capableof calculating the deceleration of the aircraft.

Pedal deceleration controller 170 may calculate the gear pedal commands172, 174 based on gear deceleration commands 162, 166 and/or the geardeceleration feedback 164, 168. For example, in response to left geardeceleration feedback 164 comprising data indicating that the aircrafthas a measured deceleration rate of 1.0 m/s² (3.28 ft/s²) and left geardeceleration command 162 comprising data indicating that the desireddeceleration rate is 2.5 m/s² (8.2 ft/s²), pedal deceleration controller170 may calculate left gear pedal command 172 based on the differencebetween the measured and desired deceleration rates to comprise dataindicating an adjusted deceleration rate (e.g., that an additional 1.5m/s² (4.92 ft/s²) of deceleration is needed). Pedal decelerationcontroller 170 may transmit gear pedal commands 172, 174 to pedalexecutive 120.

In various embodiments, pilot aircraft deceleration target input 158 maybe configured to allow manual input of deceleration signals. Forexample, pilot aircraft deceleration target input 158 may be located inthe aircraft cockpit, and/or in any other suitable location onboard theaircraft. A pilot, copilot, and/or any other suitable user may select adesired deceleration, such as, for example, “low”, “medium”, “max”,“RTO”, and/or the like. Each selected deceleration may correspond to adeceleration speed (e.g., “low” may correspond to 1.0 m/s² (3.28 ft/s²),“medium” may correspond to 2.5 m/s² (8.2 ft/s²), “max” may correspond to3.5 m/s² (11.5 ft/s²), “RTO” may correspond to 5.0 m/s² (16.4 ft/s²),etc.). Pilot aircraft deceleration target input 158 may transmit theselected deceleration to control mode executive 160.

In various embodiments, autonomous aircraft deceleration target 156 maybe configured to allow automated and/or remote input of decelerationsignals. For example, autonomous aircraft deceleration target 156 may belocated onboard or external the aircraft and may include preprogrammeddata comprising deceleration signals to transmit (e.g., during anautonomous flight, the aircraft, via autonomous aircraft decelerationtarget 156, may be configured to decelerate at a predefined time,location, and/or the like). Autonomous aircraft deceleration target 156may also be configured to receive remote deceleration signals, such as,for example, during a remote control of the aircraft, and transmit theremote deceleration signals to control mode executive 160. Control modeexecutive 160 may calculate aircraft deceleration target 104 based onautonomous aircraft deceleration target 156 and/or pilot aircraftdeceleration target input 158.

In various embodiments, control mode executive 160 may also comprise apriority logic (e.g., force signal priority logic and/or decelerationsignal priority logic). For example, in response to receiving input fromboth autonomous pedal command 152 and pilot pedal input 154 (e.g.,receiving both manual and autonomous pedal input braking signals),control mode executive 160 may give priority to the manual input (e.g.,pilot pedal input 154) and transmit the braking force command 124,and/or gear deceleration commands 162, 166, based on that brakingsignal. As a further example, in response to receiving input from bothautonomous aircraft deceleration target 156 and pilot aircraftdeceleration target input 158 (e.g., receiving both manual andautonomous deceleration signals), control mode executive 160 may givepriority to the manual input (e.g., pilot aircraft deceleration targetinput 158) and transmit the aircraft deceleration target 104 based onthat deceleration signal. In various embodiments, control mode executive160 may provide priority based on any suitable and/or desired priorityconfiguration.

In various embodiments, aircraft braking system 100 may comprise a pedalexecutive 120. Pedal executive 120 may be in electronic communicationwith autobrake pedal executive 115, control mode executive 160, and/orpedal deceleration controller 170. Pedal executive 120 may be configuredto receive various braking commands. For example, pedal executive 120may be configured to receive autobrake left pedal command 117, autobrakeright pedal command 119, braking force command 124, left gear pedalcommand 172, and/or right gear pedal command 174. Pedal executive 120may receive the autobrake left pedal command 117 and/or the autobrakeright pedal command 119 from autobrake pedal executive 115. Pedalexecutive 120 may receive the braking force command 124 from controlmode executive 160. Pedal executive 120 may receive left gear pedalcommand 172 and right gear pedal command 174 from pedal decelerationcontroller 170.

In various embodiments, pedal executive 120 may also be configured togenerate a pedal braking command 122. The pedal braking command 122 maycomprise data relating to a desired braking force (e.g., a pressure) tobe applied in braking assembly 60. In that respect, the pedal brakingcommand 122 may be based on at least one of braking force command 124,autobrake pedal commands 117, 119, and/or gear pedal commands 172, 174.Pedal executive 120 may receive braking force command 124, autobrakepedal commands 117, 119, and/or gear pedal commands 172, 174, analyzeeach command to determine the braking force to apply to each brake inbraking assembly 60, and generate the pedal braking command 122 tocomprise data indicating that corresponding braking force. For example,wherein braking assembly 60 comprises a hydraulic braking system, thepedal braking command 122 may comprise a fluid braking pressure (e.g.,200 psi (1379 kPa), 300 psi (2068 kPa), etc.). Therefore, pedalexecutive 120 may convert deceleration signals (e.g., gear pedalcommands 172, 174 and/or autobrake pedal commands 117, 119) intopressure values. Where braking assembly 60 comprises an electronicbraking system, the pedal braking command 122 may comprise an electronicbraking force. Pedal executive 120 may be configured to transmit thepedal braking command 122 to pedal braking controller 130. Pedal brakingcommand 122 may comprise one or more commands (e.g., a left command forleft gears/brakes of braking assembly 60, and a right command for rightgears/brakes of braking assembly 60). Therefore, pedal executive 120 mayconvert deceleration signals (e.g., gear pedal commands 172, 174 and/orautobrake pedal commands 117, 119) into current values to be drawn by anelectromechanical actuator.

In various embodiments, pedal executive 120 may also include a brakingpriority logic. For example, pedal executive 120 may give priority toreceived force signals (e.g., the braking force command 124) overreceived deceleration signals (e.g., the autobrake left pedal command117 and/or the autobrake right pedal command 119). In that respect, inresponse to receiving both the braking force command 124 and theautobrake left pedal command 117 and/or the autobrake right pedalcommand 119, pedal executive 120 may generate the pedal braking command122 to comprise data corresponding to the braking force command 124. Invarious embodiments, the braking priority logic of pedal executive 120may give priority to received deceleration signals over received forcesignals.

In various embodiments, the braking priority logic of pedal executive120 may prioritize different signal types (e.g., force signals vs.deceleration signals) depending on the speed at which an aircraft istraveling. For example, in response to an aircraft comprising brakingsystem 100 traveling at a speed above a threshold speed, the brakingpriority logic may prioritize deceleration signals (e.g., gear pedalcommands 172, 174) over force signals (e.g., braking force command 124).Therefore, at speeds above the threshold speed, in response to receivingpedal input braking signals from autonomous pedal command 152 and/orpilot pedal input 154, pedal executive 120 may calculate pedal brakingcommand 122 based on gear pedal commands 172, 174 to achieve a desireddeceleration rate. At low speed, such as speeds below the speedthreshold, commands to slow the aircraft should be processed andexecuted rapidly. Because braking force command 124 may be processedmore rapidly than deceleration signals (because deceleration signalsmust be converted into force values (e.g., pressures or current) bypedal executive 120), at speeds below the speed threshold, force signalsmay be prioritized. Therefore, in response to an aircraft comprisingbraking system 100 traveling at a speed below the threshold speed, inresponse to receiving pedal input braking signals from autonomous pedalcommand 152 and/or pilot pedal input 154, the braking priority logic mayprioritize force signals over deceleration signals. Therefore, at speedsbelow the threshold speed, in response to receiving pedal input brakingsignals from autonomous pedal command 152 and/or pilot pedal input 154,pedal executive 120 may calculate pedal braking command 122 based onbraking force command 124 to apply a braking force (e.g., pressure orcurrent) to gears in braking assembly 60.

In various embodiments, the speed threshold may be any suitable speedsuch as 30 knots (56 kilometers per hour (kmh); 35 miles per hour(mph)), or 40 knots (74 kmh; 46 mph).

In various embodiments, aircraft braking system 100 may comprise a pedalbraking controller 130. Pedal braking controller 130 may be inelectronic communication with pedal executive 120 and/or brakingassembly 60. Pedal braking controller 130 may comprise variouscomponents, subsystems, and/or the like. In that respect, and withreference to FIG. 3, pedal braking controller 130 may comprise a brakepedal command controller 52, an antiskid controller 54, and/or a brakecontrol algorithm executive 56. In various embodiments, there may bemore than one pedal braking controller 130. For example, there may beone pedal braking controller 130 for gears on the left side of brakingassembly 60, and one pedal braking controller 130 for gears on the rightside of braking assembly 60

In various embodiments, with combined reference to FIGS. 2 and 3, brakepedal command controller 52 may be in electronic and/or logicalcommunication with brake control algorithm executive 56 and/or pedalexecutive 120. Brake pedal command controller 52 may also be inelectronic communication with various inputs, sensors, and/or the like,as described further herein. Brake pedal command controller 52 may beconfigured to receive the pedal braking command 122 from pedal executive120. Brake pedal command controller 52 may also receive a brakingfeedback 131. The braking feedback 131 may comprise data indicating thebraking force (e.g., pressure or current) being applied by brakingassembly 60. In various embodiments, the braking feedback 131 maycomprise data indicating the braking force (e.g., pressure or current)being applied to each brake of aircraft 1. In further embodiments, thebraking feedback 131 may comprise data indicating the braking force(e.g., pressure or current) being applied to multiple brakes of aircraft1. Brake pedal command controller 52 may be configured to calculate abrake command 136. Brake pedal command controller 52 may calculate thebrake command 136 based on the pedal braking command 122 and the brakingfeedback 131. For example, when the pedal braking command 122 comprises1000 psi (6895 kPa), and the braking feedback 131 comprises 800 psi(5516 kPa), brake pedal command controller 52 may generate the brakecommand 136 to comprise an additional 200 psi (1379 kPa) (e.g., toincrease the current braking pressure in the aircraft to match thedesired braking pressure). Brake pedal command controller 52 maytransmit the brake command 136 to brake control algorithm executive 56.

In various embodiments, antiskid controller 54 may be in electronicand/or logical communication with brake control algorithm executive 56.Antiskid controller 54 may also be in electronic communication withvarious inputs, sensors, and/or the like, as discussed further herein.For example, antiskid controller 54 may be configured to receive a wheelspeed feedback 134. The wheel speed feedback 134 may be measured by awheel sensor, and/or the like, and may comprise data indicating thecurrent speed of each wheel in the aircraft. Antiskid controller 54 mayanalyze the wheel speed feedback 134 and calculate an antiskid command138. The antiskid command 138 may comprise data indicating a maximumbrake pressure and/or force that should be applied to each aircraftwheel. For example, in response to the wheel speed feedback 134comprising data indicating that a wheel is locking up, antiskidcontroller 54 may calculate the antiskid command 138 to indicate that noadditional braking force and/or pressure should be applied to thatcorresponding wheel, or that only a maximum of 500 psi (3447 kPa),and/or any other suitable calculated value, should be allowed to thatcorresponding wheel. Antiskid controller 54 may transmit the antiskidcommand 138 to brake control algorithm executive 56.

In various embodiments, with continued reference to FIGS. 2 and 3, brakecontrol algorithm executive 56 may be in electronic and/or logicalcommunication with brake pedal command controller 52 and/or antiskidcontroller 54. Brake control algorithm executive 56 may also be inelectronic communication with braking assembly 60. Brake controlalgorithm executive 56 may be configured to receive the brake command136. Brake control algorithm executive 56 may also be configured toreceive the antiskid command 138 from antiskid controller 54. Withcombined reference to FIGS. 2 and 3, brake control algorithm executive56 may be configured to calculate a final brake command 132. The finalbraking command may be based on the brake command 136 and the antiskidcommand 138. For example, in response to the brake command 136 having abraking pressure of 1200 psi (8274 kPa) and the antiskid command 138comprising a maximum braking pressure of 800 psi (5516 kPa), brakecontrol algorithm executive 56 may generate the final brake command 132to comprise data indicating a braking pressure of 800 psi (5516 kPa).Brake control algorithm executive 56 may transmit the final brakecommand 132 to braking assembly 60. Braking assembly 60 may receive thefinal brake command 132 and may apply braking force and/or pressure toeach corresponding aircraft wheel brake to achieve the force and/orpressure commanded by the final brake command 132.

In various embodiments, and with reference to FIG. 4, a method 400 ofaircraft braking is illustrated. As previously discussed, and in variousembodiments, method 400 may be configured to decelerate a manned and/oran autonomous aircraft during a landing phase, RTO event, and/or thelike while also maintaining a steady course. In various embodiments,with combined reference to FIGS. 2 and 4, method 400 may comprisecalculating an aircraft deceleration target 104 (Step 402). Control modeexecutive 160 may calculate aircraft deceleration target 104 based on aninput received from autonomous aircraft deceleration target 156 and/orpilot aircraft deceleration target input 158. Control mode executive 160may transmit aircraft deceleration target 104 to autobrake controller105. In various embodiments, method 400 may comprise calculating aninitial autobrake pedal command 112 (Step 404). Autobrake controller 105may calculate the initial autobrake pedal command. The initial autobrakepedal command 112 may be based on aircraft deceleration target 104and/or aircraft deceleration feedback 102. Autobrake controller 105 maytransmit initial autobrake pedal command 112 to autobrake pedalexecutive 115.

In various embodiments, method 400 may comprise calculating an autobrakepedal correction factor 114 (Step 406). Pedal balance controller 110 maycalculate autobrake pedal correction factor 114. Autobrake pedalcorrection factor 114 may be based on various environmental and/oroperating factors, such as, for example, aircraft yaw angle 108,aircraft yaw speed 109, aircraft wheel speed, and/or other inputs 107.Pedal balance controller 110 may transmit autobrake pedal correctionfactor 114 to autobrake pedal executive 115.

In various embodiments, method 400 may comprise calculating an autobrakepedal command (Step 408) (e.g., autobrake pedal commands 117, 119). Theautobrake pedal command may be calculated by autobrake pedal executive115. For example, autobrake pedal executive 115 may calculate anautobrake left pedal command 117 and/or an autobrake right pedal command119. Each autobrake pedal command 117, 119 may be based on autobrakepedal correction factor 114 and initial autobrake pedal command 112.Autobrake pedal executive 115 may transmit each autobrake pedal command117, 119 to pedal executive 120.

In various embodiments, method 400 may comprise calculating a brakingforce command 124 (Step 410). Control mode executive 160 may calculatebraking force command 124 based on a pedal input braking signal receivedby autonomous pedal command 152 and/or pilot pedal input 154. Controlmode executive 160 may transmit braking force command 124 to pedalexecutive 120.

In various embodiments, with continued reference to FIGS. 2 and 4,method 400 may comprise calculating a gear deceleration command (Step422). Control mode executive 160 may calculate a gear decelerationcommand (e.g., left gear deceleration command 162 and/or right geardeceleration command 166) based on a pedal input braking signal receivedfrom autonomous pedal command 152 and/or pilot pedal input 154. Asdiscussed herein, a brake pedal in the aircraft may be deflected, andcontrol mode executive 160 may receive a pilot pedal input 154 based onthe amount of deflection (or an analogous pedal input braking signal maybe received from autonomous pedal command 152). In response, controlmode executive 160 may calculate the gear deceleration command based onpilot pedal input 154 and/or autonomous pedal command 152. The geardeceleration command may comprise data indicating a desired decelerationrate for the aircraft. A gear deceleration command may comprise a geardeceleration command for one or more gears in braking assembly 60 (e.g.,left gear deceleration command 162 for at least one gear on the leftside of braking assembly 60, and right gear deceleration command 166 forat least one gear on the right side of braking assembly 60).

In various embodiments, control mode executive 160 may transmit the geardeceleration command to pedal deceleration controller 170, which mayreceive the gear deceleration commands. Pedal deceleration controller170 may also receive gear deceleration feedback (e.g., left geardeceleration feedback 164 and/or right gear deceleration feedback 168)as described herein. Pedal deceleration controller 170 may calculate agear pedal command (Step 424) (e.g., left gear pedal command 172 and/orright gear pedal command 174) based on the gear deceleration commandand/or gear deceleration feedback. For example, left gear pedal command172 may be based on left gear deceleration command 162 and/or left geardeceleration feedback 164, and right gear pedal command 174 may be basedon right gear deceleration command 166 and/or right gear decelerationfeedback 168. For example, in response to left gear decelerationfeedback 164 comprising data indicating that the aircraft isdecelerating at 1.0 m/s² (3.28 ft/s²) and left gear deceleration command162 comprising data indicating that the desired deceleration rate is 2.5m/s² (8.2 ft/s²), pedal deceleration controller 170 may calculate leftgear pedal command 172 based on the difference between the measured anddesired deceleration rates to comprise data indicating that anadditional 1.5 m/s² (4.92 ft/s²) of deceleration is needed. Pedaldeceleration controller 170 may transmit the gear pedal command to pedalexecutive 120, and pedal executive 120 may receive the gear pedalcommand. In response to the measured deceleration rate of the aircraft(reflected in gear deceleration feedback) and the desired decelerationrate (reflected in the gear deceleration command) differing, pedaldeceleration controller 170 may adjust the gear pedal commandtransmitted to pedal executive 120 to correct such difference.

In various embodiments, method 400 may comprise generating a pedalbraking command 122 (Step 450). Pedal executive 120 may be configured togenerate pedal braking command 122. Pedal braking command 122 may bebased on at least one of aircraft braking force command 124, theautobrake pedal commands, and/or gear pedal commands. Pedal executive120 may receive the autobrake pedal commands (e.g., autobrake pedalcommands 117, 119) from autobrake pedal executive 115. Pedal executive120 may receive the braking force command 124 from control modeexecutive 160. Pedal executive 120 may receive the gear pedal commands(e.g., gear pedal commands 172, 174) from pedal deceleration controller170.

Pedal executive 120 may include a braking priority logic. For example,the braking priority logic may dictate how to generate pedal brakingcommand 122 in response to receiving the autobrake pedal commands,braking force command 124, and the gear pedal commands. For example, inresponse to receiving both the braking force command 124 and theautobrake pedal command, pedal executive 120 may generate pedal brakingcommand 122 based on braking force command 124, because braking prioritylogic may prioritize manual braking signals to automated brakingsignals.

In various embodiments, the braking priority logic of pedal executive120 may prioritize between braking force command 124 (a force signal)and the gear pedal command (a deceleration signal) (both received frompedal input braking signals) depending on whether the aircraftcomprising braking system 100 is traveling at a speed above or below aspeed threshold (which may be any suitable speed, as described herein).For example, in response to an aircraft comprising braking system 100traveling at a speed above a threshold speed, the braking priority logicmay prioritize deceleration signals (e.g., gear pedal commands 172, 174)over force signals (e.g., braking force command 124). Therefore, atspeeds above the threshold speed, pedal executive 120 may calculatepedal braking command 122 based on gear pedal commands 172, 174 toachieve a desired deceleration rate. In response to an aircraftcomprising braking system 100 traveling at a speed below the thresholdspeed, the braking priority logic may prioritize force signals overdeceleration signals. Therefore, at speeds below the threshold speed,pedal executive 120 may calculate pedal braking command 122 based onbraking force command 124 to apply a braking force (e.g., pressure orcurrent) to gears in braking assembly 60. Pedal executive 120 maytransmit the pedal braking command to pedal braking controller 130.

In various embodiments, method 400 may comprise generating a final brakecommand 132 (Step 460). Pedal braking controller 130 may be configuredto generate final brake command 132. Pedal braking controller 130 mayreceive pedal braking command 122 from pedal executive 120. Final brakecommand 132 may be based on at least one of the pedal braking command122 and/or a braking feedback 131. Pedal braking controller 130 maycomprise an antiskid controller (e.g., antiskid controller 54 of FIG. 3)configured to calculate an antiskid command 138. Final brake command 132may also be based on the antiskid command 138. Pedal braking controller130 may transmit and/or execute final brake command 132 on brakingassembly 60, commanding braking assembly 60 to apply a braking force togears and/or brakes based on pedal braking command 122 and/or finalbraking command 132 (step 470). In that regard, pedal braking command122 and/or final brake command 132 may cause braking assembly 60 tocause braking and/or deceleration in the aircraft.

Benefits, other advantages, and solutions to problems have beendescribed herein with regard to specific embodiments. Furthermore, theconnecting lines shown in the various figures contained herein areintended to represent exemplary functional relationships and/or physicalcouplings between the various elements. It should be noted that manyalternative or additional functional relationships or physicalconnections may be present in a practical system. However, the benefits,advantages, solutions to problems, and any elements that may cause anybenefit, advantage, or solution to occur or become more pronounced arenot to be construed as critical, required, or essential features orelements of the disclosures. The scope of the disclosures is accordinglyto be limited by nothing other than the appended claims and their legalequivalents, in which reference to an element in the singular is notintended to mean “one and only one” unless explicitly so stated, butrather “one or more.” Moreover, where a phrase similar to “at least oneof A, B, and C” is used in the claims, it is intended that the phrase beinterpreted to mean that A alone may be present in an embodiment, Balone may be present in an embodiment, C alone may be present in anembodiment, or that any combination of the elements A, B and C may bepresent in a single embodiment; for example, A and B, A and C, B and C,or A and B and C.

Systems, methods and apparatus are provided herein. In the detaileddescription herein, references to “various embodiments”, “oneembodiment”, “an embodiment”, “an example embodiment”, etc., indicatethat the embodiment described may include a particular feature,structure, or characteristic, but every embodiment may not necessarilyinclude the particular feature, structure, or characteristic. Moreover,such phrases are not necessarily referring to the same embodiment.Further, when a particular feature, structure, or characteristic isdescribed in connection with an embodiment, it is submitted that it iswithin the knowledge of one skilled in the art to affect such feature,structure, or characteristic in connection with other embodimentswhether or not explicitly described. After reading the description, itwill be apparent to one skilled in the relevant art(s) how to implementthe disclosure in alternative embodiments.

Furthermore, no element, component, or method step in the presentdisclosure is intended to be dedicated to the public regardless ofwhether the element, component, or method step is explicitly recited inthe claims. No claim element is intended to invoke 35 U.S.C. 112(f)unless the element is expressly recited using the phrase “means for.” Asused herein, the terms “comprises”, “comprising”, or any other variationthereof, are intended to cover a non-exclusive inclusion, such that aprocess, method, article, or apparatus that comprises a list of elementsdoes not include only those elements but may include other elements notexpressly listed or inherent to such process, method, article, orapparatus.

What is claimed is:
 1. An aircraft braking system, comprising: a controlmode executive configured to receive a pedal input and calculate a gearpedal command comprising a desired deceleration rate based on the pedalinput; a pedal deceleration controller in electronic communication withthe control mode executive configured to receive the gear pedal commandfrom the control mode executive and calculate a gear decelerationcommand based on at least one of the gear pedal command and adeceleration feedback, wherein the gear deceleration command comprises agear deceleration rate; and a pedal executive in electroniccommunication with the pedal deceleration controller configured toreceive the gear deceleration command, and generate a pedal brakingcommand based on the gear deceleration command.
 2. The aircraft brakingsystem of claim 1, further comprising a pedal braking controller inelectronic communication with the pedal executive configured tocalculate a final brake command, wherein the final brake command isbased on at least one of the pedal braking command and a brakingfeedback.
 3. The aircraft braking system of claim 1, wherein the pedalexecutive is configured to generate the pedal braking command based onthe gear deceleration command in response to an aircraft traveling at ahigh speed above a speed threshold, and wherein the control modeexecutive is configured to calculate a braking force command based onthe pedal input, wherein the pedal executive is configured to receivethe braking force command from the control mode executive and calculatethe pedal braking command based on the braking force command in responseto the aircraft traveling at a low speed below a speed threshold.
 4. Theaircraft braking system of claim 1, wherein the pedal braking command isconfigured to cause a brake assembly to exert a braking force on a gear.5. The aircraft braking system of claim 1, further comprising anautobrake controller in electronic communication with the control modeexecutive configured to receive an aircraft deceleration target from thecontrol mode executive, and calculate an initial autobrake pedal commandbased on the aircraft deceleration target and an aircraft decelerationfeedback.
 6. The aircraft braking system of claim 5, further comprisingan autobrake pedal executive configured to receive the initial autobrakepedal command and calculate an autobrake pedal command based on theinitial autobrake pedal command.
 7. The aircraft braking system of claim6, further comprising a pedal balance controller configured to calculatean autobrake pedal correction factor based on at least one of anaircraft yaw angle, an aircraft yaw speed, and an aircraft wheel speed,wherein the autobrake pedal executive is configured to calculate theautobrake pedal command based on at least one of the initial autobrakepedal command or the autobrake pedal correction factor.
 8. The aircraftbraking system of claim 1, wherein the pedal input is received from atleast one of a pedal brake in electronic communication with the controlmode executive or an autonomous pedal command in electroniccommunication with the control mode executive.
 9. A method of aircraftbraking, comprising: receiving, by a controller, a pedal input from atleast one of a brake pedal or an autonomous pedal command; calculating,by the controller, a gear pedal command comprising a desireddeceleration rate; transmitting, by the controller, the gear pedalcommand to a pedal deceleration controller; calculating, by thecontroller, a gear deceleration command based on at least one of thegear pedal command or a deceleration feedback; and generating, by thecontroller, a pedal braking command based on the gear decelerationcommand.
 10. The method of claim 9, further comprising calculating, bythe controller, a final brake command, wherein the final brake commandis based on at least one of the pedal braking command or a brakingfeedback.
 11. The method of claim 9, further comprising commanding, bythe controller, a braking assembly to apply a braking force to a gearbased on the pedal braking command.
 12. The method of claim 9, whereinthe pedal input is associated with a deflection amount of the brakepedal.
 13. The method of claim 9, wherein the calculating the pedalbraking command is based on the gear deceleration command in response toan aircraft traveling at a speed above a speed threshold.
 14. The methodof claim 13, further comprising calculating, by the controller, abraking force command based on the pedal input, and wherein thecalculating the pedal braking command is based on the braking forcecommand in response to an aircraft traveling at a speed below the speedthreshold.
 15. A tangible, non-transitory memory configured tocommunicate with a processor, the tangible, non-transitory memory havinginstructions stored thereon that, in response to execution by theprocessor, cause the processor to perform operations comprising:receiving, by the processor, a pedal input from at least one of a brakepedal or an autonomous pedal command; calculating, by the processor, agear pedal command comprising a desired deceleration rate; calculating,by the processor, a gear deceleration command based on at least one ofthe gear pedal command or a deceleration feedback; and generating, bythe processor, a pedal braking command based on the gear decelerationcommand.
 16. The tangible, non-transitory memory of claim 15, whereinthe operations further comprise calculating, by the processor, a finalbrake command, wherein the final brake command is based on at least oneof the pedal braking command or a braking feedback.
 17. The tangible,non-transitory memory of claim 15, wherein the operations furthercomprise commanding, by the processor, a braking assembly to apply abraking force to a gear in response to the generating the pedal brakingcommand.
 18. The tangible, non-transitory memory of claim 15, whereinthe pedal input is associated with a deflection amount of the brakepedal.
 19. The tangible, non-transitory memory of claim 15, wherein thecalculating the pedal braking command is based on the gear decelerationcommand in response to an aircraft traveling at a speed above a speedthreshold.
 20. The tangible, non-transitory memory of claim 19, whereinthe operations further comprise calculating, by the processor, a brakingforce command based on the pedal input, and wherein the calculating thepedal braking command is based on the braking force command in responseto an aircraft traveling at a speed below the speed threshold.